Evaluation of a User-Adapted Spoken Language Dialogue System: Measuring the Relevance of the Contextual Information Sources

We present an evaluation of a spoken language dialogue system with a module for the management of userrelated information, stored as user preferences and privileges. The flexibility of our dialogue management approach, based on Bayesian Networks (BN), together with a contextual information module, which performs different strategies for handling such information, allows us to include user information as a new level into the Context Manager hierarchy. We propose a set of objective and subjective metrics to measure the relevance of the different contextual information sources. The analysis of our evaluation scenarios shows that the relevance of the short-term information (i.e. the system status) remains pretty stable throughout the dialogue, whereas the dialogue history and the user profile (i.e. the middle-term and the long-term information, respectively) play a complementary role, evolving their usefulness as the dialogue evolves.

El libro de Alava / por Ricardo Becerro de Bengoa.

IBH spa M-BN-DP

Diseño de un modelo de planificación de zonas de actividades logísticas mediante el empleo de redes bayesianas.

La dificultad para el establecimiento de pautas de dimensionamiento de Plataformas Logísticas y, en especial, de las Zonas de Actividades Logísticas (ZAL), recae en la heterogeneidad del desarrollo de este tipo de nodos de transporte a nivel internacional. Bajo la denominación genérica de Plataformas Logísticas han surgido multitud de iniciativas en la escena internacional, que, respondiendo a diferentes motivos de implantación de un nodo de intercambio modal, ha producido la aparición de diferentes tipos de Plataformas con diversos objetivos que implican unidades funcionales específicas, con necesidades de localización, instalación y superficie necesaria deferentes. Este sector logístico tan importante, se encuentra sin metodologías, herramientas o programas que permitan establecer los parámetros de planificación y explotación óptimos para las diferentes zonas de actividades logísticas, si bien se han desarrollado tecnologías de trazabilidad de la carga y elementos basadas en la planificación logística, con el objetivo de determinar los parámetros óptimos de explotación y planificación portuaria, a través de la clasificación de las zonas de actividades logísticas, añadiendo la inferencia de escenarios virtuales. Como resultado principal se destaca que, mediante el empleo de herramientas de inteligencia artificial, modelos gráficos probabilísticos: Redes Bayesianas (BN), se han definido las principales variables de planificación de las zonas de actividades logísticas y se puede planificar con BN una ZAL seleccionando las variables conocidas y obteniendo las variables a predecir.

How should the sustainability of the location of dry ports be measured? A proposed methodology using Bayesian networks and multi-criteria decision analysis

The global economic structure, with its decentralized production and the consequent increase in freight traffic all over the world, creates considerable problems and challenges for the freight transport sector. This situation has led shipping to become the most suitable and cheapest way to transport goods. Thus, ports are configured as nodes with critical importance in the logistics supply chain as a link between two transport systems, sea and land. Increase in activity at seaports is producing three undesirable effects: increasing road congestion, lack of open space in port installations and a significant environmental impact on seaports. These adverse effects can be mitigated by moving part of the activity inland. Implementation of dry ports is a possible solution and would also provide an opportunity to strengthen intermodal solutions as part of an integrated and more sustainable transport chain, acting as a link between road and railway networks. In this sense, implementation of dry ports allows the separation of the links of the transport chain, thus facilitating the shortest possible routes for the lowest capacity and most polluting means of transport. Thus, the decision of where to locate a dry port demands a thorough analysis of the whole logistics supply chain, with the objective of transferring the largest volume of goods possible from road to more energy efficient means of transport, like rail or short-sea shipping, that are less harmful to the environment. However, the decision of where to locate a dry port must also ensure the sustainability of the site. Thus, the main goal of this article is to research the variables influencing the sustainability of dry port location and how this sustainability can be evaluated. With this objective, in this paper we present a methodology for assessing the sustainability of locations by the use of Multi-Criteria Decision Analysis (MCDA) and Bayesian Networks (BNs). MCDA is used as a way to establish a scoring, whilst BNs were chosen to eliminate arbitrariness in setting the weightings using a technique that allows us to prioritize each variable according to the relationships established in the set of variables. In order to determine the relationships between all the variables involved in the decision, giving us the importance of each factor and variable, we built a K2 BN algorithm. To obtain the scores of each variable, we used a complete cartography analysed by ArcGIS. Recognising that setting the most appropriate location to place a dry port is a geographical multidisciplinary problem, with significant economic, social and environmental implications, we consider 41 variables (grouped into 17 factors) which respond to this need. As a case of study, the sustainability of all of the 10 existing dry ports in Spain has been evaluated. In this set of logistics platforms, we found that the most important variables for achieving sustainability are those related to environmental protection, so the sustainability of the locations requires a great respect for the natural environment and the urban environment in which they are framed.

Predicción de tráfico de contenedores a corto plazo mediante técnicas de minería de datos : redes neuronales artificiales y redes bayesianas

El correcto pronóstico en el ámbito de la logística de transportes es de vital importancia para una adecuada planificación de medios y recursos, así como de su optimización. Hasta la fecha los estudios sobre planificación portuaria se basan principalmente en modelos empíricos; que se han utilizado para planificar nuevas terminales y desarrollar planes directores cuando no se dispone de datos iniciales, analíticos; más relacionados con la teoría de colas y tiempos de espera con formulaciones matemáticas complejas y necesitando simplificaciones de las mismas para hacer manejable y práctico el modelo o de simulación; que requieren de una inversión significativa como para poder obtener resultados aceptables invirtiendo en programas y desarrollos complejos. La Minería de Datos (MD) es un área moderna interdisciplinaria que engloba a aquellas técnicas que operan de forma automática (requieren de la mínima intervención humana) y, además, son eficientes para trabajar con las grandes cantidades de información disponible en las bases de datos de numerosos problemas prácticos. La aplicación práctica de estas disciplinas se extiende a numerosos ámbitos comerciales y de investigación en problemas de predicción, clasificación o diagnosis. Entre las diferentes técnicas disponibles en minería de datos las redes neuronales artificiales (RNA) y las redes probabilísticas o redes bayesianas (RB) permiten modelizar de forma conjunta toda la información relevante para un problema dado. En el presente trabajo se han analizado dos aplicaciones de estos casos al ámbito portuario y en concreto a contenedores. En la Tesis Doctoral se desarrollan las RNA como herramienta para obtener previsiones de tráfico y de recursos a futuro de diferentes puertos, a partir de variables de explotación, obteniéndose valores continuos. Para el caso de las redes bayesianas (RB), se realiza un trabajo similar que para el caso de las RNA, obteniéndose valores discretos (un intervalo). El principal resultado que se obtiene es la posibilidad de utilizar tanto las RNA como las RB para la estimación a futuro de parámetros físicos, así como la relación entre los mismos en una terminal para una correcta asignación de los medios a utilizar y por tanto aumentar la eficiencia productiva de la terminal. Como paso final se realiza un estudio de complementariedad de ambos modelos a corto plazo, donde se puede comprobar la buena aceptación de los resultados obtenidos. Por tanto, se puede concluir que estos métodos de predicción pueden ser de gran ayuda a la planificación portuaria. The correct assets’ forecast in the field of transportation logistics is a matter of vital importance for a suitable planning and optimization of the necessary means and resources. Up to this date, ports planning studies were basically using empirical models to deal with new terminals planning or master plans development when no initial data are available; analytical models, more connected to the queuing theory and the waiting times, and very complicated mathematical formulations requiring significant simplifications to acquire a practical and easy to handle model; or simulation models, that require a significant investment in computer codes and complex developments to produce acceptable results. The Data Mining (DM) is a modern interdisciplinary field that include those techniques that operate automatically (almost no human intervention is required) and are highly efficient when dealing with practical problems characterized by huge data bases containing significant amount of information. These disciplines’ practical application extends to many commercial or research fields, dealing with forecast, classification or diagnosis problems. Among the different techniques of the Data Mining, the Artificial Neuronal Networks (ANN) and the probabilistic – or Bayesian – networks (BN) allow the joint modeling of all the relevant information for a given problem. This PhD work analyses their application to two practical cases in the ports field, concretely to container terminals. This PhD work details how the ANN have been developed as a tool to produce traffic and resources forecasts for several ports, based on exploitation variables to obtain continuous values. For the Bayesian networks case (BN), a similar development has been carried out, obtaining discreet values (an interval). The main finding is the possibility to use ANN and BN to estimate future needs of the port’s or terminal’s physical parameters, as well as the relationship between them within a specific terminal, that allow a correct assignment of the necessary means and, thus, to increase the terminal’s productive efficiency. The final step is a short term complementarily study of both models, carried out in order to verify the obtained results. It can thus be stated that these prediction methods can be a very useful tool in ports’ planning.

Metodología para la evaluación de la calidad de la localización de puertos secos

La estructura económica mundial, con centros de producción y consumo descentralizados y el consiguiente aumento en el tráfico de mercancías en todo el mundo, crea considerables problemas y desafíos para el sector del transporte de mercancías. Esta situación ha llevado al transporte marítimo a convertirse en el modo más económico y más adecuado para el transporte de mercancías a nivel global. De este modo, los puertos marítimos se configuran como nodos de importancia capital en la cadena de suministro al servir como enlace entre dos sistemas de transporte, el marítimo y el terrestre. El aumento de la actividad en los puertos marítimos produce tres efectos indeseables: el aumento de la congestión vial, la falta de espacio abierto en las instalaciones portuarias y un impacto ambiental significativo en los puertos marítimos. Los puertos secos nacen para favorecer la utilización de cada modo de transporte en los segmentos en que resultan más competitivos y para mitigar estos problemas moviendo parte de la actividad en el interior. Además, gracias a la implantación de puertos secos es posible discretizar cada uno de los eslabones de la cadena de transporte, permitiendo que los modos más contaminantes y con menor capacidad de transporte tengan itinerarios lo más cortos posible, o bien, sean utilizados únicamente para el transporte de mercancías de alto valor añadido. Así, los puertos secos se presentan como una oportunidad para fortalecer las soluciones intermodales como parte de una cadena integrada de transporte sostenible, potenciando el transporte de mercancías por ferrocarril. Sin embargo, su potencial no es aprovechado al no existir una metodología de planificación de la ubicación de uso sencillo y resultados claros para la toma de decisiones a partir de los criterios ingenieriles definidos por los técnicos. La decisión de dónde ubicar un puerto seco exige un análisis exhaustivo de toda la cadena logística, con el objetivo de transferir el mayor volumen de tráfico posible a los modos más eficientes desde el punto de vista energético, que son menos perjudiciales para el medio ambiente. Sin embargo, esta decisión también debe garantizar la sostenibilidad de la propia localización. Esta Tesis Doctoral, pretende sentar las bases teóricas para el desarrollo de una herramienta de Herramienta de Ayuda a la Toma de Decisiones que permita establecer la localización más adecuada para la construcción de puertos secos. Este primer paso es el desarrollo de una metodología de evaluación de la sostenibilidad y la calidad de las localizaciones de los puertos secos actuales mediante el uso de las siguientes técnicas: Metodología DELPHI, Redes Bayesianas, Análisis Multicriterio y Sistemas de Información Geográfica. Reconociendo que la determinación de la ubicación más adecuada para situar diversos tipos de instalaciones es un importante problema geográfico, con significativas repercusiones medioambientales, sociales, económicos, locacionales y de accesibilidad territorial, se considera un conjunto de 40 variables (agrupadas en 17 factores y estos, a su vez, en 4 criterios) que permiten evaluar la sostenibilidad de las localizaciones. El Análisis Multicriterio se utiliza como forma de establecer una puntuación a través de un algoritmo de scoring. Este algoritmo se alimenta a través de: 1) unas calificaciones para cada variable extraídas de información geográfica analizada con ArcGIS (Criteria Assessment Score); 2) los pesos de los factores obtenidos a través de un cuestionario DELPHI, una técnica caracterizada por su capacidad para alcanzar consensos en un grupo de expertos de muy diferentes especialidades: logística, sostenibilidad, impacto ambiental, planificación de transportes y geografía; y 3) los pesos de las variables, para lo que se emplean las Redes Bayesianas lo que supone una importante aportación metodológica al tratarse de una novedosa aplicación de esta técnica. Los pesos se obtienen aprovechando la capacidad de clasificación de las Redes Bayesianas, en concreto de una red diseñada con un algoritmo de tipo greedy denominado K2 que permite priorizar cada variable en función de las relaciones que se establecen en el conjunto de variables. La principal ventaja del empleo de esta técnica es la reducción de la arbitrariedad en la fijación de los pesos de la cual suelen adolecer las técnicas de Análisis Multicriterio. Como caso de estudio, se evalúa la sostenibilidad de los 10 puertos secos existentes en España. Los resultados del cuestionario DELPHI revelan una mayor importancia a la hora de buscar la localización de un Puerto Seco en los aspectos tenidos en cuenta en las teorías clásicas de localización industrial, principalmente económicos y de accesibilidad. Sin embargo, no deben perderse de vista el resto de factores, cuestión que se pone de manifiesto a través del cuestionario, dado que ninguno de los factores tiene un peso tan pequeño como para ser despreciado. Por el contrario, los resultados de la aplicación de Redes Bayesianas, muestran una mayor importancia de las variables medioambientales, por lo que la sostenibilidad de las localizaciones exige un gran respeto por el medio natural y el medio urbano en que se encuadra. Por último, la aplicación práctica refleja que la localización de los puertos secos existentes en España en la actualidad presenta una calidad modesta, que parece responder más a decisiones políticas que a criterios técnicos. Por ello, deben emprenderse políticas encaminadas a generar un modelo logístico colaborativo-competitivo en el que se evalúen los diferentes factores tenidos en cuenta en esta investigación. The global economic structure, with its decentralized production and the consequent increase in freight traffic all over the world, creates considerable problems and challenges for the freight transport sector. This situation has led shipping to become the most suitable and cheapest way to transport goods. Thus, ports are configured as nodes with critical importance in the logistics supply chain as a link between two transport systems, sea and land. Increase in activity at seaports is producing three undesirable effects: increasing road congestion, lack of open space in port installations and a significant environmental impact on seaports. These adverse effects can be mitigated by moving part of the activity inland. Implementation of dry ports is a possible solution and would also provide an opportunity to strengthen intermodal solutions as part of an integrated and more sustainable transport chain, acting as a link between road and railway networks. In this sense, implementation of dry ports allows the separation of the links of the transport chain, thus facilitating the shortest possible routes for the lowest capacity and most polluting means of transport. Thus, the decision of where to locate a dry port demands a thorough analysis of the whole logistics supply chain, with the objective of transferring the largest volume of goods possible from road to more energy efficient means of transport, like rail or short-sea shipping, that are less harmful to the environment. However, the decision of where to locate a dry port must also ensure the sustainability of the site. Thus, the main goal of this dissertation is to research the variables influencing the sustainability of dry port location and how this sustainability can be evaluated. With this objective, in this research we present a methodology for assessing the sustainability of locations by the use of Multi-Criteria Decision Analysis (MCDA) and Bayesian Networks (BNs). MCDA is used as a way to establish a scoring, whilst BNs were chosen to eliminate arbitrariness in setting the weightings using a technique that allows us to prioritize each variable according to the relationships established in the set of variables. In order to determine the relationships between all the variables involved in the decision, giving us the importance of each factor and variable, we built a K2 BN algorithm. To obtain the scores of each variable, we used a complete cartography analysed by ArcGIS. Recognising that setting the most appropriate location to place a dry port is a geographical multidisciplinary problem, with significant economic, social and environmental implications, we consider 41 variables (grouped into 17 factors) which respond to this need. As a case of study, the sustainability of all of the 10 existing dry ports in Spain has been evaluated. In this set of logistics platforms, we found that the most important variables for achieving sustainability are those related to environmental protection, so the sustainability of the locations requires a great respect for the natural environment and the urban environment in which they are framed.

A single in vivo administration of bombesin antagonist RC-3095 reduces the levels and mRNA expression of epidermal growth factor receptors in MXT mouse mammary cancers

Epidermal growth factor (EGF) and its receptors (EGFR) play important roles in tumorigenesis. In various experimental cancers, treatment with antagonists of bombesin/gastrin-releasing peptide (BN/GRP) produces a reduction in EGFRs, concomitant to inhibition of tumor growth. To investigate the mechanisms involved, we monitored concentrations of BN/GRP antagonist RC-3095 in serum of mice, rats, and hamsters given a single subcutaneous or intravenous injection of this analog. In parallel studies, we measured levels and mRNA expression of EGFRs in estrogen-dependent and independent MXT mouse mammary cancers, following a single subcutaneous administration of RC-3095 to tumor-bearing mice. Peak values of RC-3095 in serum were detected 2 min after intravenous or 15 min after subcutaneous injection. The levels of RC-3095 declined rapidly and became undetectable after 3–5 hr. In the estrogen-dependent MXT tumors, the concentration of EGF receptors was reduced by about 60% 6 hr following injection and returned to original level after 24 hr. Levels of mRNA for EGFR fell parallel with the receptor number and were nearly normal after 24 hr. In the hormone-independent MXT cancers, the number of EGFRs decreased progressively, becoming undetectable 6 hr after injection of RC-3095, and returned to normal values at 24 hr, but EGFR mRNA levels remained lower for 48 hr. Thus, in spite of rapid elimination from serum, BN/GRP antagonist RC-3095 can induce a prolonged decrease in levels and mRNA expression of EGFRs. These findings may explain how single daily injections of BN/GRP antagonists can maintain tumor growth inhibition.

Charge transfer and transport in DNA

We explore charge migration in DNA, advancing two distinct mechanisms of charge separation in a donor (d)–bridge ({Bj})–acceptor (a) system, where {Bj} = B1,B2, … , BN are the N-specific adjacent bases of B-DNA: (i) two-center unistep superexchange induced charge transfer, d*{Bj}a → d∓{Bj}a±, and (ii) multistep charge transport involves charge injection from d* (or d+) to {Bj}, charge hopping within {Bj}, and charge trapping by a. For off-resonance coupling, mechanism i prevails with the charge separation rate and yield exhibiting an exponential dependence ∝ exp(−βR) on the d-a distance (R). Resonance coupling results in mechanism ii with the charge separation lifetime τ ∝ Nη and yield Y ≃ (1 + δ̄ Nη)−1 exhibiting a weak (algebraic) N and distance dependence. The power parameter η is determined by charge hopping random walk. Energetic control of the charge migration mechanism is exerted by the energetics of the ion pair state d∓B1±B2 … BNa relative to the electronically excited donor doorway state d*B1B2 … BNa. The realization of charge separation via superexchange or hopping is determined by the base sequence within the bridge. Our energetic–dynamic relations, in conjunction with the energetic data for d*/d− and for B/B+, determine the realization of the two distinct mechanisms in different hole donor systems, establishing the conditions for “chemistry at a distance” after charge transport in DNA. The energetic control of the charge migration mechanisms attained by the sequence specificity of the bridge is universal for large molecular-scale systems, for proteins, and for DNA.

Genetic separation of tumor growth and hemorrhagic phenotypes in an estrogen-induced tumor.

Chronic administration of estrogen to the Fischer 344 (F344) rat induces growth of large, hemorrhagic pituitary tumors. Ten weeks of diethylstilbestrol (DES) treatment caused female F344 rat pituitaries to grow to an average of 109.2 +/- 6.3 mg (mean +/- SE) versus 11.3 +/- 1.4 mg for untreated rats, and to become highly hemorrhagic. The same DES treatment produced no significant growth (8.9 +/- 0.5 mg for treated females versus 8.7 +/- 1.1 for untreated females) or morphological changes in Brown Norway (BN) rat pituitaries. An F1 hybrid of F344 and BN exhibited significant pituitary growth after 10 weeks of DES treatment with an average mass of 26.3 +/- 0.7 mg compared with 8.6 +/- 0.9 mg for untreated rats. Surprisingly, the F1 hybrid tumors were not hemorrhagic and had hemoglobin content and outward appearance identical to that of BN. Expression of both growth and morphological changes is due to multiple genes. However, while DES-induced pituitary growth exhibited quantitative, additive inheritance, the hemorrhagic phenotype exhibited recessive, epistatic inheritance. Only 5 of the 160 F2 pituitaries exhibited the hemorrhagic phenotype; 36 of the 160 F2 pituitaries were in the F344 range of mass, but 31 of these were not hemorrhagic, indicating that the hemorrhagic phenotype is not merely a consequence of extensive growth. The hemorrhagic F2 pituitaries were all among the most massive, indicating that some of the genes regulate both phenotypes.

Correlation between the effects of bombesin antagonists on cell proliferation and intracellular calcium concentration in Swiss 3T3 and HT-29 cell lines.

Bombesin (BN) acts as an autocrine mitogen in various human cancers. Several pseudononapeptide BN-(6-14) analogs with a reduced peptide bond between positions 13 and 14 have been shown to suppress the mitogenic activity of BN or gastrin-releasing peptide (GRP) when assessed by radioreceptor or proliferation assays and may have significant clinical applications. The search for potent and safe BN antagonists requires the evaluation of a large series of analogs in radioreceptor and proliferation assays. In this paper, we report that the ability of BN analogs to inhibit BN-induced calcium transients in Swiss 3T3 cells shows a high correlation with their inhibitory potency as evaluated by classical proliferation tests. The assay of calcium transients allows a rapid characterization of new BN analogs (in terms of minutes rather than days) and can be adapted as a labor and cost-effective screening step in the selection of potentially relevant BN antagonists for further characterization in cell proliferation systems. We also observed that results from the assay of calcium transients in Swiss 3T3 cells can be correlated with the results of the proliferative response in HT-29 cells, a cell line that does not seem to use the same early transmembrane ionic signal system. This result suggests that the calcium pathway is not mandatory for triggering cell division by the BN receptor.